Internal-combustion engine.



E. S. PALMBLA. INTERNAL COMBUSTION ENGINE. APPLICATION IILED 132011., 1912.

1,1 30,014. Patented Mar. 2, 1915.

4 smzms susm 1.

E. S. PALMBLA.

INTERNAL COMBUSTION ENGINE. APPLICATION TILED DEG.17,1912.

Patented Mar. 2, 1915.

.Em97z&r, flwarici EZMZZQ,

E. s. PALMBLAf INTERNAL COMBUSTION ENGINE.

' APPLIGATIQN TILED DEG,1'7, 1912. 1,1 30,014.

Patented Mar. 2, 1915.

4 SHEETS-SHEET 3.

\& mwn

EDW'AR-D S. PALMBLA, OF NORTH CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO FRANK PALMBLA, OF CHICAGO, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 2, 1915.

Application filed December 17, 1912. Seria1No.737,284.

To all whom it may concern:

Be it known that I, EDWARD S. PALMBLA. a citizen of the United States, residing at North Chicago, in the county of Lake and State of Illinois, have invented a new and useful Improvement in Internal-Combustion Engines, of which the following is a specification.

My invention relates to certain new and useful improvements in internal-combustion engines, and is fully described and 8X plained in the. specification and shown in the accompanying drawings, in which:

Figure 1 is an elevation, partly in section, of an engine embodying my invention; Fig. .2 is a central section through the cylinder-head and valve-mechanism; Fig. 3 is an elevation, looking from the right of Fig. 2, with the outer portion of the case removed; Fig. 4 is a section on the line 4 of Fig. 2.; Fig. 5 is a section on the line 5, of Fig. 2, and Fig. (i is a sectionpn the broken line 6, of Fig. 2.

Referring to the drawings, 7 is a cylinder of ordinary form in which reciprocates the piston 8 connected through the medium of the usual pitman with a crank mounted on the main shaft 9.

10 is a countershaft parallel to the cylinder driven through the medium of suitable gears at a speed of one-half that of the main shaft 9. On the upper end of the countershaft 10 is a sleeve 11 upon the upper end of which is an eccentrically-dis posed plate 12 having a circular boss 1?- projecting upwardly from its surface. This circular boss serves as a crank for two links, one of which,1--t,surroun.ds the outer surface of the boss 13 and the other of which, 15, is supplied with a pin 16 which enters the interior of the boss. The link 14 is adapted to reciprocate a rack-bar 17, which is suitably guided to move in a plane at right angles to the axis of the enginecvlinder and in a line at right-angles to one of the radii of the cylinder 7. This rack-bar engages a pinion 18which is mounted upon the end of a cylindrical extension 19 of a hollow conical oscillatalole valve 20 mounted in a seat 21 formed in the cylinder-head. The valve 20 is provided with an opening 22, which is adapted to register, at will,

with exhaust and intake ports 23 and 24, respectively, opening communication from the space within the valve-seat 21 to the corresponding exhaust and intake pipes 25 and 26, which overlie the cylinder-head and extend radially therefrom, these two pipes, in the preferred form of construction, being in line with each other. i

As shown in the drawings, the crank is at right-angles to the line of reciprocation of the rack-bar and therefore in that position the rack-bar is in mid-position. Assuming that the counter-shaft runs in the direction shown by the arrow, the rack-bar Will be farther to the right than in Fig. l, while the crank is moving from the position marked A through the position marked B to that marked (J, the rack-bar reaching the position shown in Fig. 4 a second time, when the crank reaches the point C. During the travel of the crank from the position G, through the position I), back to the position A, the rack-bar will be farther to the left than is shown in Fig. 4. Corresponding oscillations of the valve 20 will occur and the exhaust-port will be opened when the crank passes the point A, and will remain open until it reaches the point C, when it will he closed and the intake-port will be opened, remaining open until the crank again reaches the point A. In other words, the exhaust-valve is open during the passage of the crank through the twovquad rants A E and B C. The intake-valve is openAduring the two quadrants CD and D Now to secure efficient operation of the engine on the four-cycle principle, additional valve-mechanism is necessary, this mechanism consisting of a puppet-valve through the medium of which the entire conical valve can be cut off from the enginecylinder. during two of the foregoing quadrants. This puppet-valve is indicated in the drawings by The stem is surrounded by a sleeve 29, the sleeve being norinal v held forward by a spring and being adapted, at its extreme forward limit of motion, to engage a. shoulder 31. The link 15. heretofore described, has pivotal engagement with the rear end of the sleeve 29, which issuitably guided in 27 and its stem by 28.

the frame by mechanism, a detailed description of which is not important as far as the broad features of the invention are concerned. The puppet-valve and its sleeve, it will be observed, are at right-angles to the reciprocable rack-bar which controls the oscillatory conical valve, and as a result, when the crank is in mid-position as to the reciprocation of one of these parts it is in one of its extreme. positions as to the reciprocations of the other of said parts. In the position shown in the drawings, the crank being at the point A has the sleeve 29 drawn back to its furthermost extent; the puppetvalve is therefore closed and its spring 30 is under compression. As the crank moves through the quadrant A-B, the sleeve 29 moves forward in an obvious manner, but its motion is entirely lost-motion and is taken up by expansion of the spring 30, the puppet meanwhile remaining closed.

When the crank reaches the point B, the sleeve has reached the forward limit of its movement, relative to the puppet, and its forward end engages the shoulder 31.- The continued movement of the crank through the quadrant B C continues to advance the sleeve 29 and with it the puppet, thereby opening the same. The puppet commences to close, in an obvious manner, when the crank passes the point C, and is completely closed when it reaches the point D, and during the movement of the crank through the quadrant D-A, the spring is being com pressed so that when the point A'is reached, the parts are again in the position shown in the drawings. Thus, the puppet 'alve is closed half the time and open half the time,

but ow ng to the fact that the same crankpin, in its movement, reciprocates two different elements, that is, the puppet-driving sleeve and the rack-bar of the oscillating conical valve, which are at right-angles to each other, the extreme points of movement of the two oscillating parts do not coincide but are separated 90. Thus, while the exhaust-port is open from A to C, and the intake from C to A, the puppet is open from B to D and closed from D to B. Thus, in an obvious manner, the BC quadrant represents the exhaust stroke, the C--D quadrant the intake stroke, the DA quadrant the compression stroke, and the AB quadrant the working stroke of the engine, and it will be observed that the valve is in proper position to secure these 'results.

For purposes of clearness and ease of illustration, I have shown a perfectly prac tical engine of the type in which the valves open and close 90 apart. However, the timing may be modified somewhat, 1f desired, in various ways, as for instance by slightly lengthening the sleeve 29, in which case the puppet will open slightly earlier and close slightly later. Resultantly, access intake-stroke ceases.

would be opened from the cylinder to the exhaust-port slightly before the end of the working stroke, as is common practice, and in the same Way, by delaying the closing of. the puppet the intake would remain open during the initial upward movement of the piston during the compression stroke. Both of these effects are often sought after, the first to increase the degree to which the scavenging can take place, owing'to the time consumed, and the other to give a slightly longer time for the char eto enter the cylinder, for at high speed t e resistance in the intake-pipe is-sufiicient that a delayed closing of the intake will not result in any decreased charge. These variations in timing, however, are within the skill of those versed in the art, and therefore for clearness of illustration, I simply show an arrangement where each part of the cycle of operation is the full stroke of the piston.

Having thus described the operations of the device, certain of its advantages can be pointed out. The valve, while of a rotary type possessing the numerous advantages inherent in that sort of valve, is conical in form, so as to constantly wear to its seat. Furthermore, the valve is protected from pressure by the puppet during the compression and working strokes and, therefore, does not have to work upon its seat under pressure. Furthermore, the interior space of the valve is not brought in contact with the burning fuel, at least, until after the working stroke has been accomplished and the bulk of the heat in the charge has been dissipated and, therefore, the tendency for the valve to heat and warp is reduced to a minimum. Furthermore, at the moment when the exhaust stroke commences, the conical valve is in such position that the exhaust port is wide open, the raising of the puppet acting as the immediate means for releasing the charge. Not only that, but the puppet is raised at the time when the crank passes the point B and when. therefore, the puppetraising sleeve is moving at its greatest velocity. The exhaust-valve thus opens very quickly and to its full capacity. The same conditions prevail at the moment when the The intake-valve is wide open and the puppet is moving at the highest speed it attains. Thus, at the point when there is the tendency for the greatest suction to exist in the cylinder and when a slight difference in the time of closing, or the degree of closure, will make the greatest difference in the amount of charge admitted, the intake-valve is wide open and it is suddenly closed by the puppet when moving at the highest possible speed under the condition. For these and other reasons, the device is considered peculiarly advantageous in practice.

I realize that considerable variation is possible in the details of construction herein shown and described, and I do not intend by illustrating a single, specific or preferred form to limit my invention thereto, my intention being in the following claims to claim protection upon all the novelty there may be in my improved construction as broadly as the state of the art will permit.

\Vhat I claim as new and desire to secure by Letters Patent, is

1. In combination, an oscillatory valve arranged to open first an exhaust and then an intake port, and means to oscillate the same to open each port once per cycle of the engine, each for approximately two strokes thereof, and a puppet interposed between the oscillatory valve and the engine proper, means to open the puppet-valve once per cycle of the engine for approximately two strokes of the engine, the puppet being timed to remain open during approximately half of the opening of the exhaust and half of the opening of the intake port by the oscillatory valve.

2. In combination, a conical oscillatory valve arranged to open first an exhaust and then an intake port, and means to oscillate the same to open each port once per cycle of the engine, each for approximately two strokes thereof, and a puppet interposed between the oscillatory valve and the engine proper, means to open the 'nippet-valvc once per cycle of the engine for approximately two strokes of the engine. the puppet being timed to remain open during approximately hall oi the opening of the exhaust and half of the opening of the intake port by the oscillatory valve.

3. In combination, an oscillatory valve provided with a pinion, a reciprocable rackbar. a rotating conntershaft, a crank conneetion between the countershatt and the racl-:--bar whereby the oscillatory valve is turned first in one direction and then in the other, to open first the exhaint aml then the intake port. each once. for one cycle of the engine and 'l'or approximately two strokes of engine. and a puppet between the oscillatory valve and the engine, and means to open the same once per ('u'lc l'or two strokes ol' the engine, the puppet being timed to remain open during approximately half oi" the opening oi the cxhaiot and halt ol' the op ning oi" the intake port by the o cillatory valve.

in combination. an oscillatonv valve arranged to open first the exhaust and then the intake port (ii an engin and ill illiF i i oscillate the same to open each port once to" each cycle of the engine and each for approximately two strokes of the engine. a puppet interposed between the oscillatory \':\l\ e and the engine. a rotating countenshatt. a puppet operating member reciprocating with rc'l'crcnce to the puppet and having a lostmotion connection therewith, a spring interposed between the puppet-operating memher and the puppet, and a crank connection between the conntershaft and the puppetoperating member whereby the puppet may be opened once for each cycle of the engine and for approximately two strokes thereof, the puppet and the oscillatory valve being so timed that the puppet is open during approximately half of the opening of the intake and half of the opening of the exhaust port by the oscillatory valve.

5. In combination, an oscillatory valve arranged to open first the exhaust and then the intake port, a countershaft, operating means including a crank between the countel-shaft and the oscillatory valve for oscillating said valve once per cycle of the engine to open each port for approximately two strokes of the engine, a puppet, operating means for the puppet including a crank and a lost-motion connection arranged to open the puppet once per cycle and for approximately two strokcs of the engine, said operating means being so timed that the puppet is open during approximately half of the opening of the intake and half of the opening of the exhaust port by the oscillatory valve.

6. In combination, an oscillatory valve and a puppet-valve, operating means therefor spaced apart approximately a countershait, and a single crank having link connections with said operating means whereby the operating means reach their extreme positions 90 apart, for the purpose set forth.

7. In a gasengine a puppet-valve, a reciproeable member for operating the same having a lost-motion connection therewith, a countershaft, crank means for driving said reciproeable member from the countershaft, the reciprocable member being arranged to engage the puppet and start it in motion when the crank is in mid-position and the reeiproeable member is moving at the highest speed. for the purpose set forth.

8. in a gas-engine a crank driven reciprocable member and a puppetwalve adapted to be engaged tl'ierebv to be opened, the engagement being timed to occur when the crank-driving mechanism is in mid-position and the reciproeablc member is moving at its highest speed for the purpose set forth.

9. in combination. an oscillatory valve and means for oscillating the same, a puppet-valve disposed between the same and the engine. and ha ing a stem concentric with the oscillatory valve, and a reciprocating puppet-valve opcrating meinber surrounding the puppet-valve stem and interposed between the same and the oscillatory valve, and m ans for driving the puppet-valve operatiugmember, for the purpose set forth.

10. In a gas-engine, a puppet-valve, a reeiprocable sleeve on the stem thereof, said In testimony whereof I have hereunto set sleeve havlng a greater stroke than sald my hand this 529th day of November, 1912. puppet-valve; means for drlvmg the sleeve E XRD PAI IBI and a sprung mterposed between the sleeve b A and the puppet-valve, so that the sleeve may In presence of two suhserllung \VItllCHSQSZ continue to move after the valve has reached L. I'IEISLAR,

the limit of its stroke. J. LANDESMAN. 

